WO2007079946A1 - Système de freinage commandé par un agent de pression et doté d'une commande redondante des actionneurs de freinage - Google Patents

Système de freinage commandé par un agent de pression et doté d'une commande redondante des actionneurs de freinage Download PDF

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Publication number
WO2007079946A1
WO2007079946A1 PCT/EP2006/012359 EP2006012359W WO2007079946A1 WO 2007079946 A1 WO2007079946 A1 WO 2007079946A1 EP 2006012359 W EP2006012359 W EP 2006012359W WO 2007079946 A1 WO2007079946 A1 WO 2007079946A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
electro
connection
port
pneumatic valve
Prior art date
Application number
PCT/EP2006/012359
Other languages
German (de)
English (en)
Other versions
WO2007079946A8 (fr
Inventor
Péter Frank
Laszlo Palkovics
Péter SZELL
Original Assignee
Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr-Bremse Systeme für Nutzfahrzeuge GmbH filed Critical Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
Priority to DE502006008199T priority Critical patent/DE502006008199D1/de
Priority to AT06841082T priority patent/ATE485982T1/de
Priority to EP06841082A priority patent/EP1968831B1/fr
Publication of WO2007079946A1 publication Critical patent/WO2007079946A1/fr
Publication of WO2007079946A8 publication Critical patent/WO2007079946A8/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/327—Pneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/343—Systems characterised by their lay-out
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/404—Brake-by-wire or X-by-wire failsafe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • the invention relates to a pressure-medium-actuated brake system, which comprises at least a first brake control circuit and a second brake control circuit, and at least two braking force generating devices, each of which is supplied with pressure medium by its own brake actuator, according to claim 1.
  • Such a brake system is known from DE 103 57 373 A1. It consists of two independent brake control circuits, of which each brake control circuit controls the brakes of one or more axles of the vehicle.
  • the brake control circuits include electronic control units for the control of Radakt arranged brake actuators.
  • two or more brake control circuits are present, which generate control commands and control these in the brake actuators.
  • a central control unit controls the brake actuators of all wheels of the vehicle, in addition there is an autonomous control unit which controls the wheel brakes of the front axle. This means that if a fault occurs in the central control unit, the wheel brakes of the rear axle can not be braked.
  • the object of the invention is to develop a pressure medium-operated brake system of the type mentioned in such a way that it has a higher functional safety. This object is achieved according to the invention by the features of claim 1.
  • the invention realizes for the first time a pressure-medium-actuated brake system, in particular for commercial vehicles, which comprises at least a first brake control circuit and a second brake control circuit and at least two braking force generating devices, each of which is supplied with its own brake actuator with pressure medium, which includes at least the following: a) a first connection to C) a third connection, which is in communication with the braking force generating device, wherein d) the second connection of the one brake actuator, which is controlled by its first connection from the first brake control circuit, for controlling pressure medium from the one brake actuator in the other brake actuator or from the other brake actuator in the one brake actuator either to the second terminal or is connected to the third connection of the other brake actuator, which is controlled by its first connection from the second brake control circuit.
  • the brake system is formed by an electro-pneumatic brake system
  • this arrangement is less sensitive to electrical or electronic errors.
  • the controller of the remaining functional control circuit can continue to control the one or more remaining functional brake actuators.
  • a remaining operative brake actuator may then be pressurized via the connection extending between the two second ports or between the second port and the third port forward the brake pedal having the electrical fault, so that the braking force generating device associated therewith can be actuated in the brake-engaging or release sense.
  • all brake actuators can also be activated in the event of a fault, and consequently all the wheel brakes of the vehicle can also be braked.
  • the invention is not limited to electro-pneumatic brake devices, but can be used for any type of fluid-operated brake devices, including hydraulic, electro-hydraulic or purely pneumatic braking devices. More details are given in the description below.
  • FIG. 1 is a block diagram of a vehicle braking system according to a preferred embodiment of the invention.
  • FIG. 2 is a block diagram of an actuator device of the vehicle brake system of FIG. 1.
  • FIG. 2 is a block diagram of an actuator device of the vehicle brake system of FIG. 1.
  • FIG. 3 is a block diagram of an actuator device according to another embodiment.
  • FIG. 4 is a block diagram of an actuator device according to another embodiment.
  • the preferred embodiment of a vehicle brake device 1 shown in FIG. 1 uses compressed air as the pressure medium and is provided for a two-axle commercial vehicle with trailer operation.
  • the preferably electro-pneumatic braking device 1 comprises an electronic control device 3 for controlling a pneumatic system 2, in particular brake actuators 5, 5 ', 5 ", 5'", which wheel-related pneumatic brake cylinders 4, 4 ', 4 ", 4'” actuate.
  • a pneumatic system 2 in particular brake actuators 5, 5 ', 5 ", 5'", which wheel-related pneumatic brake cylinders 4, 4 ', 4 ", 4'” actuate.
  • each brake cylinder 4, 4 ', 4 ", 4'” can be assigned its own brake actuator 5, 5 ', 5 ", 5'", which is preferably a pressure control module.
  • Such a pressure control module 5, 5 ', 5 “, 5'” converts the brake pressure request signals, which represent a brake pressure desired value, into pneumatic brake pressures via a first port 7, 7 ', 7 ", T".
  • the reaction takes place with proportional solenoid valves or with an inlet / outlet valve combination 47, 48.
  • a pressure sensor measures the controlled brake pressure and controls a corresponding signal in an electronic control unit 19a, 19b, whereby a pressure control is realized.
  • the three other brake actuators 5 ', 5 “and 5'” will be explained in the following, the conditions on the brake actuator 5 of the right front wheel.
  • the brake cylinder 4 associated with this brake actuator 5 is connected via a pneumatic line 6 to a third connection 9 of the brake actuator 5. This is supplied at its fourth port 10 via a connected to a compressed air reservoir 14 pressure line 13 with compressed air.
  • a second connection 8 of the brake actuator 5 of the right-hand wheel VA is connected via a pressure line 12 to the second connection 8 'of the other brake actuator 5 1 of this axle VA, which is assigned to the left front wheel and in turn via its third connection 9' to the brake cylinder assigned to it 4 'is coupled.
  • the brake actuators 5 and 5 'of the front axle are supplied from a compressed air reservoir 14 via the line 13 with compressed air.
  • each of the brake actuators 5, 5 'of the front axle VA has a vent 11 which communicates with the atmosphere.
  • the brake actuator 5 associated with the right front wheel preferably includes one Electropneumatic valve unit having a first terminal 7, which is an electrical connection and which is connected via a line 17a of a first electrical control circuit 15a to the electronic control device 3.
  • the first electrical control circuit 15a has a first electronic control unit 19a with an output 16a, to which the electrical line 17a is connected. Via a supply connection 18a and a line 20a, the first electronic control unit 19a is connected to a first electrical voltage source 21a.
  • the brake actuator 5 associated with the left front wheel is an electropneumatic valve unit having a first electrical connection 7, which is connected via an electrical line 17b to a second electrical control circuit 15b.
  • the brake actuator 5 'assigned to the left front wheel is preferably constructed identically to the brake actuator 5 assigned to the right front wheel and therefore has identical connections and connections to superordinate and subordinate structural units.
  • the second electrical control circuit 15b has a second electronic control unit 19b with an output 16b, which is connected to the electrical line 17b. Furthermore, the second electronic control unit 19b communicates with a supply input 18b via a line 20b to a second voltage supply 21b. Both the first electronic control unit 19a and the second electronic control unit 19b have their own brake request signal input 22a and 22b, which is connected to an electronic brake pedal 22, whereby a brake-by-wire braking device 1 is realized, in which the electronic control device 3 redundant is constructed.
  • the electronic control unit 19a and the electronic control unit 19b are coupled to each other at their terminals 23a and 23b via an opto-electrical connection 24. Alternatively, the connection may also be formed purely electrically, for example by electrical cables.
  • first connection 7 '"of the brake actuator 5'" assigned to the left rear wheel is connected to the line 17a
  • the third connection 9 '"of which is connected to the brake cylinder 4'" associated with this wheel is connected to the first connection 7 "of the brake actuator 5" assigned to the right rear wheel
  • the third connection 9 "of this brake actuator 5" being connected to the associated brake cylinder 4 " 5 "and 5 '” are also supplied with compressed air at their fourth connections 10 "and 10'" via a line 13 'by a common compressed-air accumulator 14'.
  • the second connections 8 "and 8 '" of the rear axle HA associated brake actuators 5 “and 5'” are also coupled to each other by means of a pressure line 12 ', which communicates by means of connecting lines 34 and 33 with a second terminal 32 of a Antechnischrbremsaktuators 31.
  • a third terminal 30 of the trailer brake actuator 31 is connected via a line 35 to a compressed air reservoir 36, which is supplied with compressed air by an air compressor, not shown.
  • a first terminal 29 of the trailer brake actuator 31 is connected via lines 26 and 27 to a trailer input / output port 25 of the first electronic control unit 19a.
  • a fourth terminal 28 of the trailer brake actuator 31 is formed by a vent.
  • the brake actuators 5, 5 ', 5 “, 5'” of two vehicle axles VA, HA with their first terminals 7, 7 ', 7 ", 7'” to the first brake control circuit 15a and the second brake control circuit 15b are preferably connected diagonally ,
  • the brake actuators 5 and 5 'of the front axle VA each have identically constructed electropneumatic valve units, each with an internal electronic control unit 37, which has an electronic input connection with the first Connection 7 of the brake actuator 5 connected that is. Furthermore, such a brake actuator 5 is provided with a pressure sensor 38 having an input port 39 which communicates with the third port 9 of the brake actuator 5.
  • a first electrical output port 40 of the internal electronic control unit 37 is connected via a line 44 to an electromagnet 43 of a first electromagnetic valve or inlet valve 47, a second electrical output port 41 via a line 45 to the electromagnet 43 of a second electro-pneumatic valve or output valve 48 and a third electrical output terminal 42 connected via a line 46 to the electromagnet 43 of a third electro-pneumatic valve 49.
  • the third connection 9 and the fourth connection 10 of such a brake actuator 5 can be coupled to one another by means of pneumatic lines 50 and 51 via a relay valve 52 with connections 53 and 54 whose control connection 55 is connected via a pneumatic line 56 to an outlet connection 60 of the inlet valve 47 is.
  • An output port 57 of the relay valve 52 is connected by means of a line 58 to the venting vent 11 into the atmosphere.
  • an input port 59 of the intake valve 47 is connected to the fourth port 10 of the brake actuator 5, an input port 61 of the exhaust valve 48 to the output port 60 of the intake valve 47 and an output port 62 of the exhaust valve 48 to the vent 11 via a line 63.
  • a first pneumatic port 64 of the third electro-pneumatic valve 49 is connected to the second port 8 of the brake actuator 5 and its second pneumatic port 65 via the line 56 to the output port 60 of the intake valve 47 and to the control port 55 of the relay valve 52 and the Input terminal 61 of the exhaust valve 48 is connected.
  • the inlet valve 47, the outlet valve 48 and the third electro-pneumatic valve 49 are preferably 2/2-way solenoid valves, wherein the inlet valve 47 and the outlet valve 48 energized switch through and lock out flow, while the third electro-pneumatic valve 49 is energized locks and flows through flows.
  • the inlet valve 47 is energized and turned on, while the outflowed exhaust valve 48 and the energized third electropneumatic valve 49 are closed.
  • the outlet valve 48 is energized and switched through, while the outflowed inlet valve 47 and the energized third electropneumatic valve 49 are in the closed position.
  • the electronic control device 3 of the commercial vehicle controls the supply systems before the vehicle start, namely the air pressure in the compressed air supplies 14, 14 'and 36 and the voltage of the voltage sources 21a and 21b via the lines 20a and 20b by the electronic control unit 19a and the electronic control unit 19b. If enough energy is available, the driver can actuate the brake pedal 22 and thus brake request signals in the electronic control unit 19 a and at the same time in the electronic control unit 19 b einsteuem. Both controllers 19a and 19b perform the same functions and monitor each other by means of the opto-electrical connection 24.
  • Both controllers 19a and 19b also send the same brake request signals from their output terminals 16a and 16b to the first terminals via lines 17a and 17b 7, 7 ', 7 " and 7 "'of the brake actuators 5, 5', 5" and 5 '". Consequently, the first electronic control circuit 15a and the second electronic control circuit 15b are activated in parallel in the same way.
  • the brake actuator 5 of the right front wheel receives at its first connection 7 an electrical braking request signal supplied via the line 17a of the first electric control circuit 15a, this is forwarded to its internal control unit 37.
  • This signal controls the air pressure in the line 50 and if this is less than the requested target brake pressure, the internal control unit 37 energizes via its output port 40 the solenoid 43 of the inlet valve 47 so that its input port 59 and output port 60 communicate with each other and control compressed air from the compressed air reservoir 14 via the fourth terminal 10 and the lines 51, 56 reaches the control terminal 55 of the relay valve 52.
  • the relay valve 52 controls a derived from the supply pressure in the compressed air reservoir 14 brake pressure in the line 50 and from there via the third port 9 in the brake cylinder 4 a.
  • a corresponding brake pressure is therefore present in the line 50 for feeding into the brake cylinder 4.
  • the electromagnet 43 of the third electro-pneumatic valve 49 is held energized, so it remains in the blocking position. The same processes also occur at the brake actuator 5 of the left front wheel, which is controlled in parallel by the second electric control circuit 15b.
  • An error in the first electrical control circuit 15a is detected by the electronic control unit 19b of the second electric control circuit 15b by means of the opto-electrical connection 24, which then sends a corresponding interference signal as a control signal via the line 17b into the first connection 7 'of the brake actuator 5 associated with the left front wheel 'controls, more precisely in the internal control unit 37', which then flows out of the electromagnet 43 'of the third electro-pneumatic valve 49', whereupon this turns on.
  • compressed air preferably compressed air under supply pressure
  • compressed air can be supplied from the brake actuator 5 'assigned to the second electrical control circuit 15b and the left front wheel via its third electro-pneumatic valve 49' and the line 12 into the second connection 8 of the first electric control circuit 15a and the right front wheel associated brake actuator 5 is fed and controlled by the third electro-pneumatic valve 49 and the line 56 in the control port 55 whose relay valve 52, which depends on this pressure via the line 50, the brake cylinder the left front wheel ventilated supplied with brake pressure.
  • the inlet valve 47 'of the brake actuator 5' is closed in response to a corresponding signal at the first connection T and the outlet valve 49 'is switched through, whereupon the pressure in the line 56 of the Brake actuator 5 decreases and the relay valve 52 bleeds the brake cylinder 4 via the line 58.
  • the brake cylinder 4 can be ventilated or ventilated without electrical power supply and without an electrical brake request signal in the first electrical control circuit 15a of the brake control circuit 15a assigned to this control circuit 15a.
  • this is also possible conversely, i.
  • the brake actuator 5 'assigned to this control circuit 15b can pressurize or vent the brake cylinder 4' by pressure signals output by the brake actuator 5 of the first electric control circuit 15a.
  • the functions in the trailer brake actuator 31 expire when compressed air is present in the brake actuators 5 "and 5 '" extending between the second connections 8 "and 8'" of the rear axle HA and in the line 33 controls the trailer brake actuator 31 even without the presence of an electric brake request signal.
  • the left front wheel associated brake actuator 5 ' is identical to the brake actuators 5 and 5' according to the previous embodiment, while the other brake actuator 5 has only two electro-pneumatic valves 47, 48, namely an inlet valve 47 and an outlet valve 48.
  • an internal control unit 37 having an electrical input connection 7, which is the first connection of the brake actuator 5, and a pressure sensor input connection 39, which is connected to a third connection 9 of the brake actuator 5, are provided in the brake actuator 5 of FIG. saktuators 5, with a first electrical output terminal 40, which communicates with the electromagnet 43 of the inlet valve 47 and a second electrical output terminal 41, which is connected to an electromagnet 43 of the outlet valve 48.
  • a relay valve 52 is also present, whose control connection 55 is coupled by a pneumatic line 56 to the inlet valve 47 and to the outlet valve 48, while an outlet port 57 of the relay valve 52 is connected by a line 58 to a vent 11.
  • a third port 53 of the relay valve 52 communicates with the third port 9 of the brake actuator 5, while a fourth port 54 of the relay valve 52 is coupled to the input port 59 of the intake valve 47.
  • an output port 60 of the intake valve 47 is connected to the second port 8 of the brake actuator 5 and to the input port 61 of the exhaust valve 48 and an output port 62 of the exhaust valve 48 via a line 63 to the vent 11.
  • the brake actuator 5 is connected with its two electro-pneumatic valves 47 and 48 via its first port 7 to the first control circuit 15a, while the brake actuator 5 'with the three electro-pneumatic valves 47', 48 'and 49' the associated with the second control circuit 15b.
  • the respective second connections 8, 8 'of the brake actuators 5 and 5' are coupled to one another by means of the line 12.
  • the further embodiment described here functions like the embodiment described above when no error occurs.
  • the electronic control unit 19b When an error occurs in the first control circuit 15a, which is detected by the electronic control unit 19b via the opto-electrical connection 24, the electronic control unit 19b sends an error signal via the line 17b to the first terminal T of the brake actuator 5 ', more precisely to its internal control device 37 ', which then the electromagnet 43' of the third electro-pneumatic valve 48 'is not energized, whereupon this not ge closed but switched to passage position.
  • FIG. 1 Another embodiment is shown in FIG.
  • the front axle VA are in this case assigned two brake actuators 5 and 5 ', which essentially correspond to the brake actuators 5 and 5' of the initially written embodiment according to FIG.
  • the two brake actuators 5 and 5 ' are combined to a two-channel pressure control module as a structural unit, i.
  • Their components and components are integrated in a common housing or two separate housings are flanged to each other.
  • a common vent 11 is provided.
  • the first connection 7 'of the other brake actuator 5' associated with the left-hand front wheel for example, is connected to the second control circuit 15b.
  • the second connection 8 of the one brake actuator 5, which corresponds to the first control The circuit 15 is associated with the third terminal 9 'of the other brake actuator 5', which is assigned to the second control circuit 15b.
  • the second connection 8 'of the other brake actuator 5' which is assigned to the second control circuit 15b, is connected via a line 12 'to the third connection 9 of the one brake actuator 5, whereby such a connection can be formed directly or indirectly via further lines ,
  • the electronic control unit 19a sends an interference signal as a control signal via line 17a to the first terminal 7 of the brake actuator 5 and more precisely to its internal control unit 37, which then flows out of the electromagnet 43 of the third electro-pneumatic valve 49, which is then switched through.
  • all electro-pneumatic valves 47 ', 48' and 49 'of the brake actuator 5' which is associated with the second electronic control circuit 15b, are not energized due to the error and are thus in the position shown in Fig. 4.
  • the through-connected third valve 49 'the other brake actuator 5' ensures that the compressed air as control pressure via the line 56 'to the control terminal 55' of the relay valve 52 'passes, which then its terminals 53' and 54 'coupled to depending on this Control pressure compressed air from the compressed air reservoir 14 via the lines 50 ', 51' in to control the brake cylinder 4 '.
  • both brake cylinders 4 and 4 1 are vented without the second control circuit 15b is functional.
  • the electronic control units 19a, 19b can also be completely or partially integrated into the brake actuators 5, 5 ', 5 ", 5'".
  • two brake actuators 5, 5 ', 5 “, 5'” with their third connections 9, 9 ', 9 ", 9'” can be connected to brake cylinders 4, 4 ', 4 ", 4'" of different axles.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne un système de freinage commandé par un agent de pression et destiné notamment à des véhicules utilitaires. Ce système de freinage comprend au moins un premier circuit de commande de freinage (15a), un deuxième circuit de commande de freinage (15b) et au moins deux dispositifs générateurs de force de freinage (4, 4') respectivement alimentés en agent de pression par un actionneur de freinage (5, 5') qui comprend au moins : a) un premier raccordement (7, 7') permettant l'injection de signaux de commande, b) un deuxième raccordement (8, 8') permettant d'extraire et d'injecter l'agent de pression en fonction des signaux de commande appliqués au niveau du premier raccordement (7, 7'), c), un troisième raccordement (9, 9') qui est en liaison avec le dispositif générateur de force de freinage (4, 4') associé, d) le deuxième raccordement (8) d'un actionneur de freinage (5) qui est commandé par le premier circuit de commande de freinage (15a) via son premier raccordement (7), est raccordé au deuxième raccordement (8') ou au troisième raccordement (9') de l'autre actionneur de freinage (5') pour dévier l'agent de pression d'un actionneur de freinage (5) vers l'autre actionneur de freinage (5') ou bien de l'autre actionneur de freinage (5') vers l'actionneur de freinage (5). L'actionneur de freinage (5') est commandé par le deuxième circuit de commande de freinage (15b) via son premier raccordement (7').
PCT/EP2006/012359 2005-12-29 2006-12-21 Système de freinage commandé par un agent de pression et doté d'une commande redondante des actionneurs de freinage WO2007079946A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE502006008199T DE502006008199D1 (de) 2005-12-29 2006-12-21 Druckmittelbetätigtes bremssystem mit redundanter steuerung der bremsaktuatoren
AT06841082T ATE485982T1 (de) 2005-12-29 2006-12-21 Druckmittelbetätigtes bremssystem mit redundanter steuerung der bremsaktuatoren
EP06841082A EP1968831B1 (fr) 2005-12-29 2006-12-21 Système de freinage commandé par un agent de pression et doté d'une commande redondante des actionneurs de freinage

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005062907.5 2005-12-29
DE102005062907A DE102005062907B3 (de) 2005-12-29 2005-12-29 Druckmittelbetätigtes Bremssystem mit redundanter Steuerung der Bremsaktuatoren

Publications (2)

Publication Number Publication Date
WO2007079946A1 true WO2007079946A1 (fr) 2007-07-19
WO2007079946A8 WO2007079946A8 (fr) 2007-10-18

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PCT/EP2006/012359 WO2007079946A1 (fr) 2005-12-29 2006-12-21 Système de freinage commandé par un agent de pression et doté d'une commande redondante des actionneurs de freinage

Country Status (4)

Country Link
EP (1) EP1968831B1 (fr)
AT (1) ATE485982T1 (fr)
DE (2) DE102005062907B3 (fr)
WO (1) WO2007079946A1 (fr)

Cited By (4)

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EP3626562A1 (fr) * 2018-09-18 2020-03-25 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Système de freinage pour véhicule, véhicule et procédé de commande d'un système de freinage pour véhicule
CN112074439A (zh) * 2018-05-03 2020-12-11 沃尔沃卡车集团 重型车辆冗余制动系统
CN112672936A (zh) * 2018-09-10 2021-04-16 克诺尔商用车制动系统有限公司 用于解耦在用于自主驾驶的冗余系统中的电气控制回路的防护装置

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EP3747716B1 (fr) * 2019-06-03 2023-09-13 Haldex Brake Products Aktiebolag Ensemble de frein pneumatique d'essieu de véhicule
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EP2794368B1 (fr) 2011-12-23 2015-11-04 Renault Trucks Système de frein pneumatique à commande électronique pour un véhicule automobile et véhicule automobile équipé d'un tel système
CN112074439A (zh) * 2018-05-03 2020-12-11 沃尔沃卡车集团 重型车辆冗余制动系统
CN112074439B (zh) * 2018-05-03 2023-02-17 沃尔沃卡车集团 重型车辆冗余制动系统
CN112672936A (zh) * 2018-09-10 2021-04-16 克诺尔商用车制动系统有限公司 用于解耦在用于自主驾驶的冗余系统中的电气控制回路的防护装置
CN112672936B (zh) * 2018-09-10 2023-01-31 克诺尔商用车制动系统有限公司 用于解耦在用于自主驾驶的冗余系统中的电气控制回路的防护装置
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EP3626562A1 (fr) * 2018-09-18 2020-03-25 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Système de freinage pour véhicule, véhicule et procédé de commande d'un système de freinage pour véhicule
WO2020057964A1 (fr) * 2018-09-18 2020-03-26 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Système de frein pour un véhicule, véhicule et procédé de commande d'un système de frein pour un véhicule
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DE102005062907B3 (de) 2007-05-10
ATE485982T1 (de) 2010-11-15
WO2007079946A8 (fr) 2007-10-18
EP1968831A1 (fr) 2008-09-17
DE502006008199D1 (de) 2010-12-09
EP1968831B1 (fr) 2010-10-27

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